

Class_I t A? 5" 

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COPYRIGHT DEPOSIT'. 








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Instruction Book 


on the 


c/lir ^Brake 


and 


Electrical Equipment 



COPYRIGHT, I907 . 
BY 

D. R. CAFFERTY. 

?V 








] LIBRARY of CONGRESS jj 
Two Copies Received \ 

JUL 9 190? 

Copyright Entry 

fuss Q- XXc.i No. 
/ 7^6 ?6 
COPY B. 











HIS book is not intended to take the 
place of the regular instruction 
book or of any authorized treatise 
on air brake or electric operation, but is issued 
and dedicated solely to the interests of the 
INTERBOROUGH RAPID TRANSIT COM¬ 
PANY, Manhattan Railway Division. A careful 
study and following of the instructions herein 
given will enable all who handle Manhattan type 
of equipment to do so in such manner as to make 
delays infrequent and troubles quickly remedied, 
both of which add materially to reliability of ser¬ 
vice and to the satisfaction of both employer and 
employe. 



D. R. Caeeerty. 









Description oe the Westinghouse Quick- 
Action Automatic Air Brake. 


The Interborough equipment is entirely fur¬ 
nished with the Westinghouse automatic air 
brake and quick action triple. 

Each motor car is equipped with air compres¬ 
sor, pump governor, main reservoir and the 
necessary pipe, two motorman’s brake valves, 
corresponding air gauges, auxiliary reservoir, 
brake cylinder, triple valve, conductor’s valve 
and the necessary train pipe; angle cocks, bleed 
cock, hose and couplings, cut-out cock, etc. 

Each trail car is equipped with auxiliary reser¬ 
voir, a brake cylinder, triple valve, train pipe 
conductor’s valve, angle cocks, bleed cocks, cut¬ 
out cocks, hose and couplings, main reservoir 
pipe, etc. 

On Motor cars of Manhattan type of equip¬ 
ment the auxiliary reservoir and brake cylinder 
are separated. 

On trail cars the auxiliary reservoir and brake 
cylinder are combined. 



6 QUICK ACTION AUTOMATIC AIR BRAKE; 

Q. Why is the brake used called automatic? 

A. For the reason that anything, no matter 
what, causing reduction of train pipe air, the 
brake will apply automatically. 

Q. Where is the air pressure stored supplying 
the brake cylinder at each operation of the brake ? 

A. In the auxiliary reservoir under each car. 

Q. What applies the brake? 

A. Reduction of train pipe pressure, which 
causes triple to move and admit air from auxil¬ 
iary reservoir to the brake cylinder. 

Q. How is the main reservoir supplied with 
air? 

A. By the cutting in of the pump switches, 
thus starting the compressors to work, and air is 
admitted through the discharge pipe to the main 
reservoir; from there through a line of pipe to 
the top of motorman’s valve. 

Q. Where does main reservoir air begin and 
end? 

A. Begins at the compressor and ends at the 
top of motorman’s valve. All main reservoirs 
are connected through each train by a line of 
pipe called main reservoir line, so that the entire 
main reservoir capacity is used by the motorman 
for all cars. 

Q. What is main reservoir pressure for? 

A. To release the brakes and re-charge auxil¬ 
iary reservoirs. 


QUICK-ACTION AUTOMATIC AIR BRAKE) 7 

Q. What is the pressure carried on main 
reservoirs ? 

A. Maximum 90 pounds. 

Q. What is the maximum pressure on train 
line ? 

A. Seventy pounds. 

Q. What is meant by excess pressure? 

A. Excess pressure is the difference between 
standard train pipe and main reservoir pressures. 

Q. Does water accumulate in the main reser¬ 
voirs ? 

A. Yes. 

Q. What effect does it have? 

A. Fills space that should be occupied by 
main reservoir air. Therefore, main reservoir- 
should be drained daily. 

Q. What causes water to accumulate in main 
reservoir ? 

A. There is always more or less moisture in 
atmospheric air, and the water remaining in the 
reservoir is the precipitation from the air pass¬ 
ing through the main reservoir. 

Q. Where does train line air begin and end? 

A. Begins under the rotary in motorman’s 
valve and ends at the auxiliary reservoir. 

Q. What is there between the auxiliary and 
the train pipe that admits air to the auxiliary 
reservoir ? 

A. The triple valve. 


8 QUICK ACTION AUTOMATIC AIR BRAKE 


Q. Why is it called a triple valve ? 

A. Because of three distinct things that it 
does in accordance with variations of train pipe 
and auxiliary reservoir pressures, (i) It charges 
auxiliary reservoir. (2) It applies and (3) it 
releases the brakes. 

Q. Can you describe the operation of charg¬ 
ing the auxiliary reservoir and the passage of 
air through triple to same? 

A. By moving brake handle to running posi¬ 
tion air is admitted to the train pipe through the 
slide valve feed valve (which will be described 
later) ; passing through the slide valve feed valve 
and entering the train pipe; through the train pipe 
to cross-over pipe to the triple; entering the triple 
through the strainer at “A” and through pas¬ 
sages E, F, G and H; through feed grove “I” 
in the bushing and “K” in seat into chamber “M” 
and to auxiliary reservoir, at the same time rais¬ 
ing train line check which remains open until 
equalization takes place between train pipe and 
auxiliary reservoir, thus charging chamber “Y.” 
The air will thus continue to flow until the train 
pipe and auxiliary pressures equalize, when the 
main piston then becomes balanced and forms a 
dividing wall or partition between train pipe and 
auxiliary reservoir air, 70 pounds being standard 
train pipe pressure acting upon both faces of 
piston when auxiliary is fully charged. 


QUICK ACTION AUTOMATIC AIR BRAKE 9 

Q. Describe a service application. 

A. In making a service application brake 
handle is moved to application position on motor- 
man’s valve, which opens a number of restricted 
openings allowing air to escape from train pipe 
to atmosphere, thus reducing the pressure of air 
on the train pipe side of the triple piston. Auxil¬ 
iary reservoir air then being at greater pressure 
than on the train pipe side, forces the piston to 
the left, covering feed grove “I” and thus closing 
communication between train pipe and auxiliary, 
at the same time moving graduating valve from 
seat. The collar at end of piston engages the 
slide valve moving it also to the left with the 
further movement of piston, opening communi¬ 
cation between ports “W” and “Z” in the slide 
valve and passage “R” to brake cylinder, and at 
the same time closing communication between 
passage “R,” cavity “N” and port “P” to atmos¬ 
phere. On anything less than a 13 pound reduc¬ 
tion of train pipe aif, with standard four inch 
piston travel, as soon as auxiliary air has ex¬ 
panded into brake cylinder, the pressure becomes 
slightly^ less on the auxiliary side of main piston. 
The train pipe air then being at slightly higher 
pressure forces piston far enough to the right to 
seat the graduating valve, and by thus closing 
communication between auxiliary reservoir and 
brake cylinder stops further flow of air into brake 


IO QUICK ACTION AUTOMATIC AIR BRAKE 


cylinder. This position is known as lap position. 

Q. How heavy a reduction should the first 
reduction be in every instance to cause the brake 
piston to travel past leakage grove in brake 
cylinder ? 

A. Never less than 5 pounds. 

Q. What is the leakage grove in brake 
cylinder for? 

A. To take care of leaky triple valve, so that 
air instead of leaking into brake cylinder 
and applying brake will escape to atmos¬ 
phere through the leakage grove between the col¬ 
lar and piston in the brake cylinder. 

After making the first reduction as described, 
if necessary to apply the brake with greater force 
and further train pipe reduction is made, which 
again leaves auxiliary reservoir pressure higher 
than that on train pipe side of piston, piston is 
again moved to the left and again unseats gradu¬ 
ating valve, but in this instance the slide valve 
not moving. A corresponding further reduction 
may be repeated until auxiliary reservoir and brake 
cylinder pressures have equalized. The brake 
is then fully applied and any further train pipe 
reduction is merely a waste of air. A total re¬ 
duction of from 13 to 15 pounds, with the stand¬ 
ard four inch piston travel of Manhattan equip¬ 
ment causes auxiliary reservoir and brake cylinder 
pressures to equalize. It has been previously 


QUICK ACTION AUTOMATIC AIR BRAKE II 


shown that the graduating valve seats on the first 
reductions of air. 

y. Does it seat after equalization takes place ? 

A. No, because the pressures are equal in 
both auxiliary and brake cylinder and communi¬ 
cation is open between the two. Always remem¬ 
ber in applying the brake to make the first reduc¬ 
tion the heavier one, as when a first light reduc¬ 
tion is made, under certain conditions of rail, etc., 
the next reduction being the heaviest, there is 
some liability of skidding the wheels; second, 
under certain conditions of weather and heavy 
lubricant, triple is liable not to' move on first re¬ 
duction if too light, and on the next, or heavier 
reduction there is liability of going into emer¬ 
gency, thus setting the brakes in emergency on 
all the cars, as when one triple goes into emer¬ 
gency, all others on the train follow. The cause 
of other triples than the first one going into 
emergency is on account of the sudden train line 
reduction of air, caused by the first triple going 
into emergency. 

0 . How is the brake released? 

A. In moving brake handle to release position 
the excess pressure of the main reservoir is ad¬ 
mitted directly into train pipe, thus increasing the 
pressure on train pipe face of the piston greater 
than that upon the auxiliary side, forcing the 
piston to its position at the extreme right, 


12 QUICK ACTION AUTOMATIC AIR BRAKE 

thus opening communication through passage 
“R” and exhaust cavity “N” through passage 
“P” to atmosphere and releasing the brake, and 
again establishing communication between train 
pipe and auxiliary reservoir, thus re-charging 
auxiliary reservoir. 

Q. How is an emergency application made? 

A. Any sudden train pipe reduction, either 
through the bursting of hose, or pipe, or putting 
handle in emergency position, causes main piston 
to move out so quickly that the graduating spring 
cannot withstand the heavy blow, and yields, so 
that piston moves to the left and over to triple 
wall. In this movement, the slide valve is carried 
so far to the left that diagonal slot in the slide 
valve is brought directly over port “T” at top of 
emergency piston, and air is admitted from the 
slide valve chamber to the top of this piston, forc¬ 
ing it down, and unseating the emergency or 
rubber seated valve, which allows the air stored 
in cavity “Y” to escape into brake cylinder. Train 
pipe pressure instantly raises check valve 
and train pipe air goes through chambers “A,” 
“Y” and “X,” into brake cylinder. At the same 
time auxiliary air flows into brake cylinder 
through tail port “S” in slide valve through pas¬ 
sage “R,” into brake cylinder and continues to 
flow until equalization takes place. It, therefore, 
occurs that in emergency application an increased 


QUICK ACTION AUTOMATIC AIR BRAKE 13 

pressure is obtained through the additional train 
pipe air supplied to the brake cylinder—in addi¬ 
tion to the auxiliary reservoir air—the auxiliary 
reservoir air being the only source of air pressure 
for the brake cylinder in service application of 
the brakes. 

Q. In an emergency application, how much 
train pipe pressure is obtained in brake cylinder ? 

A. About 5 pounds, which expands in brake 
cylinder and makes brake cylinder pressure about 
24 pounds. 

Q. How much auxiliary air goes into brake 
cylinder in emergency application? 

A. About 8 pounds, which expands in the 
brake cylinder to about 38 pounds. 

Releasing after an emergency application is 
accomplished same as in a service application, but 
consumes some number of seconds more time on 
account of train pipe being empty. 


Brake Vaeve. 


As has already been explained, main reservoir 
air ends at the top of rotary on motorman’s valve, 
and train line pressure begins under rotary valve 
being operated by the motorman. 




14 


brake; valve; 


Q. In what position of the brake valve is main 
reservoir pressure admitted direct to train pipe? 

A. In release position. 

Q. In this position, how would main reservoir 
and train pipe pressures stand? 

A. Equal. 

Q. What causes a severe escape or leak at the 
brake valve when brake handle is in release 
position ? 

A. The warning port. 

Q. Why so called? 

A. For the reason that it is placed there to 
call motorman’s attention to the improper position 
of his brake handle. 

Q. Where is air obtained that causes this 
severe escape or leak? 

A. From the main reservoir. 

Q. In what other position of the brake valve 
may the main reservoir pressure pass to train 
pipe? 

A. Running position. 

Q. Describe the difference between running 
and release positions? 

A. As previously stated, release position ad¬ 
mits air direct from main reservoir pipe to top 
of rotary into train pipe. 

Running position admits air to train pipe 
through the slide valve feed valve as long as the 


BRAKE VAEVE 


15 


pressure is less than the pre-determined one at 
which the slide valve is adjusted. 

Q. What is the use of excess pressure? 

A. For re-charging train pipe quickly, thus 
insuring a prompt and simultaneous releasing of 
the brakes. 

Q. What is the next position of the brake 
valve ? 

A. Lap position. 

Q. What does that mean? 

A. All ports closed, thus cutting off communi¬ 
cation between train pipe and atmosphere, main 
reservoir line and train line. 

Q. When is it used? 

A. When holding brakes on after application 
when brakes have been applied by opening con¬ 
ductor’s valve, when train breaks in two, hose 
become uncoupled or burst, or in any case where 
a sudden reduction of train line pressure takes 
place that is not made by the motorman himself. 
Brake handle should always be moved to lap 
position. 

Q. What is the next position? 

A. Intermediate service. 

Q. When should the intermediate service ap¬ 
plication be used? 

A. When train consists of less than four cars. 

Q. Why? 


BRAKE VALVE 


l6 


A. On account of the comparatively short 
train line on the smaller number of cars, the re¬ 
duction of train line pressure is sufficient to apply 
brakes for proper and easy stop. The use of the 
full service notch with short train line, as noted 
above, would cause sufficient rapid reduction of 
train line pressure to cause triples to go into 
quick action or emergency when only partial ser¬ 
vice application was intended. 

Q. What is the next position? 

A. Service application. 

Q. When should this be used? 

A. When handling four or more cars; the 
capacity of the longer train pipe being much 
greater, it requires a larger opening to atmos¬ 
phere, thus reducing train pipe pressure more 
rapidly and securing simultaneous action of all 
triple pistons. 

O. What is the next position? 

A. Emergency or quick action. In this posi¬ 
tion, a large direct opening is made from train 
pipe to atmosphere. 

Q. When is this position to be used, and how ? 

A. Only in case of emergency, then the 
handle should be moved directly to emergency 
position and allowed to remain there until the 
train stops or the danger is passed. 


Sura; Valve; Fe;e;d Valve;. 


Q. How is the train line pressure automati¬ 
cally regulated? 

A. By the slide valve feed valve. 

Q. What is meant by the slide valve feed 
valve ? 

A. An attachment to the motorman’s brake 
valve which automatically regulates the maximum 
train line pressure when brake valve handle 
is in running position. 

Q. What are the essential parts of the slide 
valve feed valve? 

A. A slide valve supply valve, a supply valve 
piston, a regulating valve, a diaphragm, a regu¬ 
lating spring and a supply valve piston spring. 

Q. Describe the operation of admitting air to 
the train pipe through the slide valve feed valve. 

A. When air handle is in running position, 
main reservoir air in chamber “D” on top of 
rotary valve flows through passage “A” in rotary 
into passage “F”; through passage “F” into 
chamber “F”, and accumulated pressure in 
chamber “F” forces supply valve piston over, 
compressing the spring and uncovering port “B’ 
and into passage “I” to train line. At the same 



18 slide: valve: feed valve 

time the air in chamber “F” is leaking by supply 
valve piston into chamber “E.” Air then flows 
from chamber “E” through passage “C” under 
regulating valve through port “A” into chamber 
“G” on top of diaphragm. Air continues to flow 
until the desired train line pressure on top of 
diaphragm is reached. The regulating spring 
then yields, allowing regulating valve to seat, 
closing communication between train line and 
chamber “E.” The air leaking by supply valve 
piston from chamber “F” into chamber “E” in¬ 
stantly equalizes, and supply valve piston spring 
will force piston back, closing port “B”, thus 
closing communication between main line and 
train line. 

Q. Equalization, as referred to here, in mak¬ 
ing an application of brake, means what? 

A. It means an equalization of air pressures 
between auxiliary reservoir and brake cylinder 
and is consequently dependent on the amount of 
reduction of train pipe air to atmosphere to cause 
such equalization, as the following examples will 
plainly show. 

With the standard four inch (4") piston travel 
a thirteen (13) pound reduction of train pipe 
pressure to atmosphere will cause a like amount 
of air to escape from auxiliary reservoir to brake 
cylinder, which expanding in the brake cylinder 


SLIDE VALVE FEED VALVE 


19 


equalizes with the pressure in the auxiliary reser¬ 
voir at 57 pounds. 

The amount of air necessary to reduce from 
train pipe to atmosphere to cause equalization 
between auxiliary and brake cylinder, therefore, 
depends on the length of piston travel, always 
bearing in mind that the greater length of piston 
travel increases the brake cylinder space, and the 
same amount of air expanding in a larger space, 
therefore, reduces the braking pressure in that 
space. 

The following examples will afford explana¬ 
tion. 

On a five inch (5") piston travel a reduction 
of 15 pounds from train pipe to atmosphere 
causes equalization between auxiliary and brake 
cylinder at 55 pounds. On a six inch (6") piston 
travel equalization takes place on a 16 pound re¬ 
duction at 54, and on a ten inch (10") piston 
travel a 22 pound reduction to atmosphere is nec-» 
essary to equalize at 48 lbs. 

It is, of course, understood that pounds spoken 
of means pounds pressure per square inch in 
every instance. 

It will, therefore, be seen that in all applica¬ 
tions of brakes, greater braking pressure is pro¬ 
cured in every instance on shorter than on longer 
piston travel, also that in releasing, quicker re- 


20 


SLIDE VALVE FEED VALVE 


lease is obtained on longer piston travel than on 
short. 

This is accounted for by the fact that in releas¬ 
ing on the lower brake cylinder pressure there is 
less pressure to overcome in releasing. 

In the matter of equalization between main 
reservoir line and train line, this should be ef¬ 
fectively guarded against in all air brake opera¬ 
tion, because on an equalized pressure between 
main reservoir line, train line and auxiliary reser¬ 
voir, the pressure in auxiliary reservoir is, of 
course, standard main reservoir pressure, all 
pressures being equalized, and should anything 
over a thirteen pound reduction be made, would 
be liable to skid wheels, which is an expensive 
pastime. 

Should train pipe reduction be made heavy 
enough to equalize between auxiliary and brake 
cylinder, on 90 pounds train line, at 18 pounds 
equalization would take place at 72 pounds, or, if 
emergency, at 77, which in either case would 
generally pick up all wheels and skid them. 
Therefore, train pipe pressure should never be 
allowed to exceed the predetermined limit at 70 
pounds, because brake leverage on all our cars is 
figured at 70 pounds train line and standard brake 
leverage of 90 per cent, of weight of car empty. 

In every instance of brake application, more 
than 50 per cent, of brake efficiency is lost in 


SLIDE VALVE FEED VALVE 


21 


skidding wheels, as when wheels are revolving, 
heavy friction is obtained between both brake- 
shoe and wheel and wheel and rail. In sliding 
wheels there is, of course, no friction whatever 
between brake-shoe and wheel, and light friction 
between sliding wheel and rail. 


Main Reservoir. 


Q. When compressors go to work, where 
does the air pressure go? 

A. To the main reservoirs. 

Q. Where are main reservoirs located? 

A. Under each motor car. 

Q. Does each main reservoir supply pressure 
to its own car only? 

A. No; all main reservoirs are coupled with 
a line of pipe called main reservoir line in such 
manner that all main reservoir capacity in train 
is used by motorman at the operating brake valve 
for all of the cars. 




22 


MAIN RESERVOIR 


It has been shown that all pressure on top of 
rotaries is main reservoir pressure, and that all 
pressure beginning at bottom of rotaries is train 
line pressure. 

Q. How are these pressures regulated? 

A. The main reservoir pressure is regulated 
by the pump governor. Maximum pressure at 
90 pounds, and minimum at 80 pounds. When 
minimum is reached pump governors cut in start¬ 
ing compressors to work. Any pressure below 
80 pounds, pump governors cut in, starting com¬ 
pressors to work. 

The train line pressure is regulated by the slide 
valve feed valve, as described below. 

Q. What would indicate to motorman at all 
.times, the exact condition of air pressures ? 

A. The gauge located in each motor cab. 
Kach gauge is furnished with a pipe from main 
reservoir line, also with pipe from train line, the 
red hand on gauge showing main reservoir pres¬ 
sure and the black hand train line pressure. 

Q. In charging auxiliary reservoirs from 
zero to standard auxiliary pressure how long 
does it take? 

A. About 70 seconds. 

Q. Why does it take this length of time to 
charge auxiliary reservoirs? 

A. On account of the small size of feed grove 
■“I” and “K ” 


MAIN RESERVOIR 


2 3 


Q. Why not have this feed grove largerj so 
as to charge auxiliaries more quickly ? 

A. Feed grove is of this small size for the 
purpose of charging all auxiliaries simultane¬ 
ously, thus obtaining full auxiliary pressure in all 
auxiliaries at the same time. Also, larger open¬ 
ing through feed grove would charge auxiliary 
on car that brake valve was being operated on at 
once, and friction through the long train pipe to 
rear of train would reduce train pipe pressure, 
thus causing brakes to apply on this car. 

Q. If in charging up main reservoir line red 
hand does not move from zero position, what 
would be the trouble ? 

A. A leak in main reservoir line greater than 
pump capacity is able to take care of. It would 
probably be found that main reservoir angle cock 
was open on rear of train. 

Q. If in charging up train line and auxiliary 
reservoirs, the black hand does not move from 
zero position, what would be the trouble? 

A. A larger leak in train line than main 
reservoir pressure could overcome, due to train 
line angle cock open, conductor’s valve open, 
burst hose, or pipe, or some defect that should' 
be looked up and taken care of at once. 

O. How should brakes be tested in preparing 
a train for service? 


2 4 


MAIN RESERVOIR 


A. With the brake handle in running position 
charge train line and auxiliary reservoirs and 
when auxiliary reservoirs are charged, it can be 
determined by lapping brake valve, and if all are 
charged, the black hand will not fall. Then apply 
brakes by moving handle to service application 
position until a reduction of io pounds has been 
made in the train line. Then, after placing 
handle on lap, remove handle, carrying it with 
you, proceed throughout the length of train on 
the structure and see that the piston on every 
car has moved out such a distance as to indicate 
that brakes are properly set on all cars of the 
train. Then release brakes from the last cab 
on the other end of train, and again removing 
handle return to operating end of train, examin¬ 
ing all cylinder pistons, being careful to see that 
they have moved back to full release, thus indi¬ 
cating that all brakes have been released. 

Q. In making an application for any purpose 
except testing brake or emergency application, 
how much air should be drawn from the train 
pipe at first reduction ? 

A. From 5 to 7 pounds. 

Q. Why not less? 

A. Because a less reduction than five (5) 
pounds might not be sufficient to force brake 
piston past leakage groove in cylinder. 


MAIN RESERVOIR 


25 


Q. How many applications should be used in 
making an ordinary service stop? 

A. As a general rule, two. 

Q. What is meant by one application ? 

A. From the time brakes are applied until 
they are again released, no matter how many re¬ 
ductions are made. After brakes are released 
and again applied, is a second application. 

Q. Why, as a general rule, are two applica¬ 
tions in making a service stop better than only 
one? 

A. The first application brings the train down 
from high to low speed and is a safeguard against 
picking up and sliding wheels; tends to better ac¬ 
curacy of stop and allows train to be brought to 
standstill at the proper stop target with a light 
reduction of pressure on second application. 

Q. In releasing brakes after the first, or fol¬ 
lowing applications in making a service stop, how 
should the brake valve be manipulated ? 

A. It should be moved to full release and im¬ 
mediately returned to lap position. 

Q. Why is it necessary to return the handle 
to lap after releasing when another application is 
desired, or to be made? 

A. To avoid overcharging the train pipe 
above auxiliary reservoir pressure. 


26 


MAIN RESERVOIR 


Q. Why should the brake valve handle be 
moved to release position instead of running 
position in making release? 

A. Because in moving handle to release posi¬ 
tion, a strong wave of air is caused to flow 
through the train pipe, thus releasing all brakes 
simultaneously, regardless of condition of triple 
valves, which at times might not be the case if 
brakes are allowed to release in running position. 

Q. What effect would overcharged train pipe 
have if application is attempted shortly after 
release ? 

A. In applying the brakes, train pipe pressure 
must be reduced lower than auxiliary reservoir 
pressure, and if these pressures are kept as nearly 
equal as possible when releasing, the second ap¬ 
plication can be obtained at once. But if train 
pipe pressure is higher than auxiliary reservoir 
pressure then such higher train pipe pressure 
must first be reduced to make them equal, and 
then a still further reduction to reduce train pipe 
below auxiliary pressure to get brakes to apply, 
all of which consumes some seconds of time and 
results in train getting beyond the point of in¬ 
tended stop, generally resulting in conductor’s 
gates getting by the station platform. 

Q. In making ordinary station stops, how 
should the brakes be released, and why? 


MAIN RESERVOIR 


2 7 


A. A sufficient length of time before train 
comes to actual stop, brakes should be released, 
to allow trucks to right themselves, thus avoid¬ 
ing backward lurch and hard jolting stop, which 
is discomforting to the passengers and hard on 
the equipment. 

Q. After bringing train to a stop, as intended, 
what should motorman do? 

A. Immediately upon train coming to a stand¬ 
still, should move handle to release position, then 
back to running position, always remembering 
that release position is for the purpose of releas¬ 
ing the brakes, and running position, under 
normal conditions, is to re-charge train line and 
auxiliaries and maintain standard pressure. 

Q. If brakes release after service application, 
with brake valve in operating cab on lap, what 
should be looked for as the cause, 

A. Rotary valves should immediately be ex¬ 
amined until trouble was located; either rotary 
has not been fully lapped, or is leaking. 

Q. In case of emergency, and it is necessary 
to stop the train in the shortest possible distance, 
how should the brake valve be handled ? 

A. Thrown to full emergency position and 
allowed to remain there until the train stops, or 
danger is passed. 

Q. Would it not be better, after making an 
emergency reduction, to return the handle at once 


^8 


MAIN RESERVOIR 


to lap position, thus saving train pipe pressure 
and assist in releasing? 

A. No; in any case of emergency, the first 
thing to do is to stop as quickly and surely as 
possible in the shortest distance, and handle 
should, therefore, be left in full emergency posi¬ 
tion. 

Q. In case of sudden emergency and danger 
close at hand, can anything else be done to aid 
in stopping quickly besides the use of emergency 
position on brake valve? 

A. Yes; motors can be reversed, but only 
under conditions of sudden emergency, such as 
to avoid collision or save life. 

Q. How should air and power be handled in 
such cases? 

A. Immediately throw brake handle into full 
emergency and leave it there, quickly pull re¬ 
verse wrench in opposite direction and move 
controller handle two points. 

Q. Why not more than, two points ? 

A. Because on the second point there is abso¬ 
lute security from blowing fuses and the retard¬ 
ing effect of reversing is more effective than on 
higher points, and on higher points main fuses 
would undoubtedly blow, which would cause 
added delay in re-fusing train. Remember, that 
in ordinary service conditions, motorman must 
never reverse motors. 


MAIN RESERVOIR 


2 9 


Q. If the brake has been applied in service 
application and motorman should be suddenly 
flagged, or sudden danger arises, what should 
he do? 

A. Throw brake valve handle in emergency 
position as above. 

Q. Would quick action be obtained under 
these circumstances? 

A. This would depend on the amuont of re¬ 
duction made and length of piston travel. If the 
service reduction had been a light one, he would 
get partial quick action, but would not get full 
emergency brake cylinder pressure. 

O. If the brakes are applied suddenly at any 
point, except in operating cab, what should 
motorman do? 

A. Place brake handle on lap position until 
the train stops, then ascertain the cause. 

Q. How should the conductor’s valve be oper¬ 
ated when necessary to use it? 

A. Should be pulled wide open and allowed 
to remain in that position until train stops, then 
re-close the valve. All cars have a conductor’s 
valve, which when opened, remains in that posi¬ 
tion until closed by hand. 

Q. Why is it necessary to leave conductor’s 
valve open until train has stopped, if it is used? 


30 


MAIN RESERVOIR 


A. If it is closed before train stops and 
motorman from any cause fails to place brake 
valve on lap position, the brakes will release. 

Q. What does this conductor’s valve do when 
it is opened? 

A. Makes a direct opening from train pipe 
to atmosphere, same as when brake valve is put 
in emergency position. 

Q. Can brakes be released with conductor’s 
valve ? 

A. No. 

Q. Why? 

A. Because to release the brakes, it is neces¬ 
sary to either put air into train pipe or take it 
out of auxiliary reservoirs, and the conductor’s 
valve cannot do either of these. 

Q. If any rotary except the one being oper¬ 
ated is on application position, what is the result 3 

A. If the operating brake valve is on running 
position would keep the pumps working continu¬ 
ously. If the operating brake valve should be 
placed on lap position would apply brakes, and 
on making a light reduction at the operating 
brake valve brakes would set in full service ap¬ 
plication, and would also be liable to apply in 
emergency, as train pipe reduction is being made 
at two points on the train, and air is, of course, 
being reduced from train pipe faster than ports 


MAIN RESERVOIR 


31 


in the slide valve will allow it to get from auxili¬ 
ary to brake cylinder. 

Q. In operating a train with unequal piston 
travel, how should it be done to insure proper 
and easy stop? 

A. Unequal piston travel causes -a weaker 
braking train and it is, therefore, necessary to 
apply brake sooner in approaching stop, being 
careful to make not more than 13 pound reduc¬ 
tions, thus, when releasing, all triples will release 
simultaneously, insuring smooth and easy stop, 
without jar or jerk. 

O. Why in the case of unequal piston travel, 
with a 13 pound reduction, will all triples release 
at once ? 

A. Because auxiliary pressure remains at 57 
pounds in each auxiliary, thus insuring release of 
all triples simultaneously when releasing brakes, 
as the auxiliary pressure is standard throughout 
the train on 13 pound reduction. 

Q. What could cause failure of slide valve 
feed valve to charge auxiliary with handle in 
running position ? 

A. Regulating spring out of adjustment would 
allow regulating valve to remain seated, or stem 
of regulating valve being too short, would cause 
valve to remain seated, preventing any air pass¬ 
ing through slide valve feed valve to train line. 


3 2 


MAIN RESERVOIR 


Q. In this instance, what should motorman 
do? 

A. Put handle in full release position until 
standard auxiliary pressure is obtained. 

O. What defects in slide valve feed valve 
could cause pressures between train pipe and 
auxiliary to equalize with handle in running 
position ? 

A. If regulating valve remains off seat; regu¬ 
lating nut compressing spring too tightly; dirt 
under regulating valve, holding it off' seat, or 
loose cap nut will allow pressures to equalize. 

O. If you observe main reservoir pressure 
getting low, what is the trouble? 

A. If it were due to leak, it should be found 
and cured. 

0 . What other causes for loss of main line 
pressure ? 

A. Failure of pumps, either governors failing 
to cut in, pump fuses blown, or pump switches 
out. 

O. How remedied ? 

A. First see that pump switches are all in : 
and if pumps then fail to work, it is due to 
failure of governors, or pump fuses. 

O. If the trouble cannot be remedied without 
serious delay and main reservoir pressure has 
fallen below 55 pounds, what should be done? 


MAIN RESERVOIR 


33 


A. Passengers should be discharged at the 
next station and train proceed light to terminal, 
running at series speed and using as little air as 
possible. 

Q. Should you lose all your air through any 
defect, what should be done? 

A. In every instance of this kind, the follow¬ 
ing train should be coupled to crippled train, 
always remembering that in every instance of 
coupling trains or cars together, both the iron 
and air must be coupled, the motorman on the 
head end to do the braking, and the man on the 
rear section to do the running. In all cases of 
this kind of moving bad order or crippled trains 
over the road must not exceed series speed, run¬ 
ning slowly, so as to be able to stop in seeing 
distance, remembering that the train pipe is longer 
and that it takes longer both to apply and release 
brakes. 

Q. On arrival at terminals and motorman 
leaves cab, why should he leave brake applied? 

A. So that the man who takes charge of the 
other end to operate from there in starting, will 
discover any short train line through angle cock 
being closed anywhere on train, and motorman 
would not be able to release all brakes and would 
thus discover trouble before leaving terminal. 

This applies also in all cases of adding and cut¬ 
ting off cars. 


34 


MAIN RESERVOIR 


Q. In cutting off cars, moving ‘butts’ away 
from trains, or moving trains after having cars 
cut off, how should motorman or switchman 
operate? , 

A. Move the controller one or two notches, 
and after moving a few feet, apply brake and 
stop train, or cars, thus insuring the fact that 
brakes apply properly. 

Q. In case of short main reservoir line caused 
by angle cock shut between cars in train, how 
would it be detected? 

A. On making application and releasing, main 
reservoir hand on gauge would fall to train line 
pressure, on account of the smaller volume of air 
in main reservoir line. 

Q. In applying brake to make a stop, brake 
apparently applies O. K., but train does not stop 
as intended, and black hand on gauge is observed 
to drop down rapidly, what is the cause? 

A. Short train line, caused by a closed angle 
cock between cars of train. 

Q. If from any cause a train line angle cock 
was only partially open between the cars of train, 
what would be the result ? 

A. The brakes from the operating car back 
to such angle cock would release on lao, wln'le 
the brakes on the rear, or behind such angle 
cock would continue to apply harder and be liable 
to break train in two. 


MAIN RESERVOIR 


35 


Q. On a standard size train, if, when brakes 
are applied, they release on first or second car ot 
train, and if angle cocks are O. K. throughout 
the train, what would be the cause? 

A. Would be caused by motorman operating 
brake handle to service and back to lap position 
too suddenly, causing surge of air from rear end 
of train to front end, thus releasing brakes on 
the front end. 

Q. In case of a partially closed angle cock 
as above, brakes releasing on the first or first and 
second car, what is the remedy? 

A. Immediately make another application mov¬ 
ing brake handle from application position to lap 
position very slowly. This will allow train pipe 
pressures to equalize throughout the train and 
prevent kicking off of brakes on the head end. 

Q. If after making stop and attempting to 
start, it is found that brake is stuck and will not 
release on any car or cars, what should be done ? 

A. Make a heavy service application, drag¬ 
ging handle to application position, then throw it 
to full release quickly. If brake does not release 
with this operation, then bleed auxiliary on car 
with stuck brake and proceed. 

Q. Should it stick a second time, what 
should be done? 

A. Open auxiliary bleed cock and cut out 
triple on that car, leaving bleed cock open. 


Triple: Valve;. 


It has been shown that the triple consists of a 
main piston, graduating valve, slide valve with its 
service ports, emergency piston, emergency valve 
and train line check valve. 

Q. What do you understand is the duty of 
the graduating valve? 

A. For the purpose of opening and closing 
the service ports in the slide valve by which an 
admission of air is made to the brake cylinder. 
Also by which such admission of air is cut off— 
by closing. 

Q. What do you understand to be the func¬ 
tions of the slide valve? 

A. The slide valve connects the brake cylinder 
with the atmosphere in release position. In 
moving to service position, cuts off communica¬ 
tion between brake cylinder and atmosphere, and 
connects its service ports with brake cylinder. 
When moving to the extreme left or emergency 
position, it again cuts off ports leading from 
brake cylinder to atmosphere and opens ports 
leading from auxiliary reservoir to top of emer¬ 
gency piston by way of diagonal slot in slide 
valve. Also opens tail port from auxiliary to 
brake cylinder. 



TRIPLE VALVE 


37 


Q. What is the duty of the train line check 
valve ? 

A. This prevents brake cylinder pressure from 
flowing back into train pipe when train pipe is 
lower than brake cylinder pressure, thus prevent¬ 
ing brakes from releasing, as brakes would re¬ 
lease under these conditions were it not for the 
train line check valve. This is always the condi¬ 
tion of pressures after an emergency application. 

Q. What is the duty of the emergency piston J 

A. Simply to unseat the emergency valve. 

Q. What is the duty of the emergency or 
rubber seated valve? 

A. It is to prevent train pipe air getting into 
brake cylinder in charging auxiliary reservoirs; 
to prevent air from passing into brake cylinder on 
service application, also to allow train pipe air to 
get into brake cylinder on quick action or emer¬ 
gency. 

Q. What service does chamber “Y” render? 

A. Always contains a small amount of air at 
maximum train pipe pressure. The duty of this 
air bottled up in this chamber is to hold train line 
check on seat, except in emergency application. 
In emergency application it affords a short cut 
for the admission of train pipe air to brake 
cylinder. 

Q. What effect would a leaky graduating 
valve have? 


38 


TRIPLE VALVE 


A. The action produced by such a leak de¬ 
pends on causes or conditions connected with it. 
When brake is applied the triple takes lap posB 
tion and then auxiliary pressure becomes a trifle 
less than train line. Should the graduating valve 
leak, auxiliary pressure would gradually reduce, 
and train line pressure force triple piston and 
slide valve back until the blank face on slide 
valve between ports “Z” and “N” blanks port 
“R.” If the graduating valve does leak no more 
air can leave port “Z” and the slide valve seats. 
The blank space here being only a trifle wider 
than port “R,” if the slide valve is in good condi¬ 
tion and working smoothly, the brake should not 
release. But should it work hard, there is liabil-i 
ity to jump some when it moves, and it would 
then open the exhaust port and brake would re¬ 
lease. 

Q. How can it be told how a leaky graduating 
valve will act? 

A. With triple in proper shape and condition, 
leaky graduating valve should not release the 
brake. With triple sticky, release is liable to 
take place. Also, a leaky slide valve or slight 
leak in auxiliary in connection with leaky gradu¬ 
ating valve will release the brake. 

The condition of the train pipe piston packing 
ring also has some influence over such action. If 
this packing ring is comparatively loose, thus 


TRIPLE VALVE 


39 


permitting train line pressure to feed into auxili¬ 
ary as fast as auxiliary pressure escapes, would 
cause the brake to release. But if train line and 
auxiliary pressures are equalized and remain so. 
triple piston not being affected in this case, the 
leakage by the graduating valve would not release 
the brake. 


Some of the Peculiarities and Troubles 
of the Triple. 


From the above title it would seem that the 
triple is liable to get out of order at slight provo¬ 
cation. This, however, is not true. It is a con-i 
stant source of wonder to observe the fine action 
of triple valves which have little or poor care. 
The triple need have no more care than any other 
piece of mechanism to keep it doing first-class 
business. What follows is merely to bring out 
its possibilities. 




40 PECULIARITIES AND TROUBLES OE TRIPLE 

Q. What could wholly or partially stop charg¬ 
ing of auxiliary ? 

A. The strainer in the train line where the 
cross-over pipe leading to triple joins the main 
train line or the strainer in the triple may become 
filled with dirt, scale or thick lubricant. Ports 
“I” or “K” may be plugged. Triple may be cut 
out. There may be a leak in the auxiliary, or a 
bleed cock open, which would allow air to flow 
out as fast as it came in. 

Q. If all auxiliaries did not charge equally 
fast, what would be the effect on application of 
the brake? 

A. The ones with auxiliaries not fully charged 
would not respond to the first reduction. 

Q. What would be the effect of a weak or 
broken graduating spring on a short train, or 
train of less than five cars? 

A. There being nothing to stop the piston 
when it reached service position it would move 
on to emergency position. 

Q. If this triple should go into quick action, 
will the others on the train also set in emergency B 

A. They will, as a sudden reduction is made 
on the train line through the emergency ports of 
this triple. This sudden reduction starts the 
next, that the next, and so on. 


PECULIARITIES AND TROUBLES OF TRIPLE 4 1 


Q. Will a weak or broken graduating spring 
always throw the triples into quick action or 
emergency ? 

A. No; only on a short train, as above. 

Q. Why not on a longer train? 

A. Because on a short train with a gradual 
train line reduction, air is drawn from the train 
line faster than the auxiliary pressure can get 
into the brake cylinder through the service port 
of the slide valve, and when the auxiliary pressure 
is greater than that in the train line, it forces 
triple piston to emergency position as there is no 
graduating spring to stop it. On a longer train 
it takes longer to make a corresponding reduction 
on account of the larger volume of air in the 
train line, thus giving the auxiliary pressure 
longer to pass into the cylinder, and as a result, 
the train line and auxiliary pressures keep about 
equal and the triple piston will not move to emer¬ 
gency position unless a sudden reduction is made. 

Q. How many cars must there be in a train 
to prevent a broken or weak graduating spring 
going into quick action ? 

A. Usually not less than five or six. With 
six, or a larger number, and triples otherwise 
working properly, the graduating springs could 
be removed from all triples and no bad effect 
noticed. 


42 peculiarities and troubles of triple 

Q. What two things will cause the triples to 
go into quick action, regardless of the length of 
train ? 

A. A sticky triple, or a broken graduating 
pin. (The one which fastens graduating valve 
to the piston stem.) 

Q. Why will a sticky piston throw brakes into 
emergency ? 

A. Because the triple does not respond to a 
light reduction, and on making the next or 
heavier reduction when this triple does move, it 
jumps, and the sudden blow compresses the 
graduating spring and triple is in quick action or 
emergency position, and this car starts the rest as 
previously explained. 

Q. Why will a broken graduating pin throw 
the brakes into emergency? 

A. For the reason that with this pin broken 
there is nothing to move graduating valve from 
its seat when the triple piston moves, and the 
auxiliary pressure is acting to hold it on its seat. 
When a train line reduction is made and the triple 
assumes service position, no air can leave the 
auxiliary and pass through the graduating or 
service port to the slide valve as the graduating 
valve is on its seat. When sufficient train line 
reduction has been made so that the graduating 
spring cannot withstand the auxiliary pressure 


PECULIARITIES AND TROUBLES OF TRIPLE 43 

acting on the piston the triple goes to quick 
action, and, as before explained, when we get 
quick action on this car, we get it on the rest. 

Q. Which of these three troubles—weak or 
broken graduating spring, broken graduating pin. 
or sticky triple—will usually be found to exist if 
the brakes go into emergency on a service appli¬ 
cation ? 

A. A sticky triple, which usually means that 
this particular triple has had poor care. 

Q. Do we get the same result regardless of 
the location of the faulty triple in the train ? 

A. Yes; if one starts, all do. 

Q. What is the probable trouble with the 
brake, which, when set in service, will sometimes 
remain set and sometimes release? 

A. A dirty slide valve, which will at times set 
properly and at others, not. When not setting 
auxiliary pressure goes to atmosphere through 
the exhaust port allowing train line pressure to 
force this triple to release position. 

Q. What would be the result of a leaky pack¬ 
ing ring in triple piston? 

A. It would be necessary to make a heavier 
reduction to apply the brakes; also take more ex¬ 
cess pressure admitted to the train pipe to release 
the brake. 

A case of this kind occurring on the operating 
car would not be noticeable; would be only 


44 peculiarities and troubles of triple 

slightly noticeable in the middle of the train, but 
if on the rear car, would cause considerable jerk 
ing when the train came to a stop. . 

Q. What would be the effect of a broken 
triple piston ? 

A. Brake on this car would not apply at all. 


Compressor. 


The compressor is an electrically driven air 
pump, taking air from the atmosphere, compress¬ 
ing it and discharging it through a discharge pipe 
to a main reservoir. Each compressor is supplied 
with a governor, which acts as a ground for the 
pump. 

The current operating the small motor that 
drives compressor is taken from contact rail as 
follows: From the third rail to the pump switch; 
pump switch to pump fuse, to armature of the 
pump; armature of the pump to the field of the 
pump, and up to double-pole pump switch • 
double-pole pump switch, through governor 




COMPRESSOR 


45 


switch, through governor to ground. The gover¬ 
nor thus acts as a ground for the pump. There 
is a pipe leading from main reservoir to top of 
governor, thus getting main reservoir pressure 
on a rubber diaphragm. Under this diaphragm is 
a piston with a double spiral spring set at 80 
pounds tension. There are two set screws each 
side of this piston, these set screws regulating the 
operation of the governor and controlling main 
reservoir pressure at 90 pounds pressure, or any 
other pre-determined amount. 

When standard main reservoir pressure has 
been obtained on top of diaphragm, it forces 
piston down, thus breaking contact and shutting 
off the electric current to the pump, thus stop¬ 
ping it from working. 

When air is used from main reservoir line, or 
has leaked down to 80 pounds, the double spiral 
spring under the diaphragm forces piston up 
again, again making contact and pumps again 
cut in, supplying air up to the pre-determined or 
standard pressure. 

Q. How many electric switches are there on 
a motor car? 

A. Main or motor switch, control circuit or 
master controller switch, pump switch, double 
pole switch, governor switch, three switches 
governing heat, one switch governing light. Tbit- 
does not include the marker light switch at either 


46 


COMPRESSOR 


end of motor car in cab, nor the nine point 
switch under seat back of motor cab, which when 
open, cuts off control circuit entirely from such 
car. 

Q. How many switches are there on a trail 
car? 

A. Three at one end in heat switch box, con¬ 
trolling heaters, and one in the other end in ligh 
switch box, controlling lights. 

Q. How many fuses are there on a trail car ? 

A. Eight. Three in the heat switch box on 
one end, controlling the heaters, and five in the 
light switch box at the other end, controlling the 
lights in car. 

Q. How many fuses are there on a motor 
car? 

A. Twenty-four (24), as follows: Four shoe 
fuses (400 ampere), located on the shoe device 
beam; one main fuse (400 ampere), located in a 
box under centre of car in a sloping shaped box. 
with a red stripe around it; two bus fuses (750 
ampere), located one at either side of main fuse 
box, in a square box painted black; pump fuse, 
located on the pump; control circuit fuse, located 
in No. 2, end of motor car, over motorman’s head 
and in No. 1, end of motor on side panel, inside 
of box overhead. This control circuit fuse is of 
20 amperes and must never be confused with 
pump fuse, the latter carrying 12 amperes, both 


COMPRESSOR 


4 7 


fuses being of same size, remembering always 
when inserting a fuse look at the figure denoting 
the amperes. 

Four fuses located under seat back of motor 
cab, near the nine point cut-out switch, known as 
series, multiple, resistance and reverse. These 
fuses are of four amperes and are interchange¬ 
able. 

Q. When could a reverse fuse be removed 
and used in place of any one of the other three 
when there were no extra four ampere fuses 
available ? 

A. In any case where the reverser is turned 
in the proper direction of motion, and in emer¬ 
gency, reverser could be thrown by hand to ac¬ 
complish the use of this fuse should it be an 
absolute necessity. 

In case of a blown series fuse such car is dead 
in series. In case of a blown multiple fuse such 
car is dead in multiple. In case of a blown re¬ 
sistance fuse car is dead except on first point in 
series and first point in multiple, with current 
flowing through resistance grids when controller 
handle is in “on” position, thus overheating the 
grids and liability to short circuit them. 

O. If reverse fuse is blown, what is the effect ? 

A. None, if reverser is set in proper direction 
of motion in which it is intended to move. If 
set in opposite direction, reverser will not throw 


48 


COMPRESSOR 


and car would be dead, as hereinafter explained. 

The three heater fuses in heat switch box pre¬ 
viously mentioned are of io amperes each and 
are for use only in their proper terminals in tliQ 
heat switch box. 

The seven light fuses (five located in the light 
switch box, and the other two in either end of 
car overhead in cab, as previously explained) are 
not interchangeable, except with themselves, and 
can be used in no other terminals except light 
terminals, being one ampere fuses. 


Balance Wire and Pump Governors. 


Q. What effect would a grounded governor 
have ? 

A. Cause all pumps to work continuously, 
running main reservoir pressure dangerously 
high. 

O. How would you find the governor causing 
the trouble? 




BALANCE WIRE AND PUMP GOVERNORS 49 

A. By pulling governor switches until the one 
is found that throws an arc when pulling switch. 
This is the governor that is causing the trouble, 
and this switch should, when opened, be left 
open. 

Q. What effect has a ground in balance wire 
or balance wire socket on the pumps ? 

A. This also keeps the pumps working con¬ 
tinuously ? 

Q. How would you find the one causing the 
trouble ? 

A. By examining all balance wire sockets and 
junipers and finding the one that is warm or 
showing arc. This balance wire should be 
pulled at the end opposite where the arc shows 
first, then pull the other end quickly, standing 
away from it when doing so. 

Q. How is the pump governor cut out auto¬ 
matically ? 

A. By air pressure from main reservoir car¬ 
ried through a line of pipe into chamber on top 
of governor. 

Q. If this air pipe or hose should burst, what 
effect would it have? 

A. Governor would not cut out, but pumps 
would continue to work. 

Q. What is the remedy? 

A. Governor switch should be cut out on this 
car, also governor cut-out cock under seat in car 


50 


BUS JUMPER 


should be shut to keep main reservoir air from 
escaping to atmosphere through the burst pipe 
or hose. 

Q. How many jumpers are there between 
cars in train? 

A. Three (3) : Balance wire, bus wire and 
train line or nine point jumper. 

Q. What are the fnuctions of the balance 
wire? 

A. It connects all pump governors electrically, 
and the governor being a ground for the pump, 
causes all pumps to work in unison. If one gover¬ 
nor cuts in, all pumps go to work 


Bus Jumper. 


Q. What are the functions of the bus jumper ? 

A. The bus wire connects all shoes electri¬ 
cally, causing a continuous trolley throughout the 
train; thus, if one contact shoe in train is mak¬ 
ing contact with line transmission, power is ob¬ 
tained in all motors through bus line and jumpers. 
This bus line also has wires tapped off to heat 
and light trail cars. 




TRAIN TINS: OR NINE; POINT JUMPER 


Train Line or Nine Point Jumper. 


Train line or nine wire cable is installed in 
every car, and the jumper connects this cable 
from one end of train to the other; operates the 
control circuit, picking up all contractors and 
throwing reverses from any controller in the 
train. 

Q. Should you blow a controller fuse between 
the sixth and tenth points, what should you do ? 

A. Insert new controller fuse, and if that 
blows, notice whether it blows in series or multi¬ 
ple. If it blows in multiple, insert another fuse 
and run in series to terminal. 

Q. If it blows in series, what does it mean? 

A. It means that there is a short circuited 
train line somewhere in train. 

Q. How do you remedy this in the shortest 
way possible? 

A. By going to the centre of train and pulling 
train line jumper from both sockets, get up on 
the front end of the back section and endeavor to 
operate from there. Should that fuse hold, it is 
proof that the short circuit is on the front half 
of train, and should continue to operate from the 



52 TRAIN LINE OR NINE POINT JUMPER 

back section, placing the conductor on front end 
as flagman. 

Q. Should fuse blow on back section when 
attempting to operate, what should you do? 

A. Go to the front end and insert new fuse 
and proceed, leaving jumper out and on car plat¬ 
form. 

Q. In attempting to start from station and 
contractors do not pick up on first point and do 
pick up on second point and train will not start, 
what is the trouble ? 

A. The reverse fingers, series finger or 
ground finger is not making contact. 

Q. How would you remedy the trouble? 

A. Pull out the controller switch, take cover 
from controller, and examine reverse fingers. If 
the trouble is there, bend them into contact. If 
these are all right, look at the two bottom fingers 
on the reel, and the trouble will be in one or the 
other. Bend them to contact ana proceed. 

Q. If you pick up no contractors at all, where 
would you look for the trouble? 

A. Auxiliary contact fingers or trolley fingers 
would not be making contact. 

Q. What is the remedy? 

A. Open controller switch, remove controller 
cover and examine auxiliary fingers and the two 
top fingers on reel, bending them to contact and 
proceed. 


TRAIN LINE OR NINE POINT JUMPER 


53 


Q. If you get contact on the first point and 
sixth point only, what is the trouble ? 

A. The third finger on controller reel is out 
of contact. Open controller switch, remove con¬ 
troller cover, bend it to contact and proceed. 

In remedying any of the above troubles in con¬ 
troller, should any of the above fingers, either 
reverse or auxiliary, the three top or two bottom 
ones, be found broken, immediately go to the next 
motor car and operate from there. 

Q. Should you have the controller on and in 
attempting to shut off, find controller stuck, what 
should you do? 

A. Raise hand from button, thus cutting off 
current. 

Q. If in attempting to throw off controller, 
the controller handle cannot be thrown to “off” 
position, what should be done? 

A. If the controller brake valve is cut in on 
controller immediately pull the controller switch 
If the controller brake valve is not in operation, 
raise hand from button, and as soon as stop is 
made at the next station, remedy the trouble by 
taking off controller cover and finding finger that 
is holding controller. 

Q. What will prevent picking up contractors 
on first and sixth points if you have power in 
the rail, fuses all right, fingers in controller box- 
O. K., and no contractors stuck? 


54 train TINE or nine point jumper 

A. Reverser in wrong position, or auxiliary 
switches on contractors not making contact. 

Q. How many auxiliary switches are there on 
contractors ? 

A. Three (3). 

Q. What are they? 

A. Trolley 2, series and multiple. 

Q. How do they affect the control circuit? 

A. Auxiliary switch on trolley No. 2, not 
making contact would prevent reverse -throwing 
on that car. Auxiliary switch on series contrac¬ 
tor not making contact would prevent picking up 
multiple contractors. Auxiliary switch on multi¬ 
ple contractor not making contact would prevent 
picking up series contractors. 

Q. What effect does reverser in wrong direc¬ 
tion have? 

A. Car is dead. Also when train is running 
and in multiple, motor on this car becomes a 
generator and generates current in opposite direc¬ 
tion, causing train to buck, and there is liability 
to pull train apart, also burning up coil on this 
reverser. 

Q. Should a reverser or contact coil become 
short circuited, and fire or smoke is observed 
under car, what should be done? 

A. The nine point switch on this car should 
be cut out at once. 


TRAIN UNE OR NINE POINT JUMPER 55 

Q. In case all shoe fuses should blow while 
on road, what is the remedy ? 

A. If on short interval and trains are blocked 
behind disabled train, have the following train 
push disabled train into the nearest siding at once. 
If on long interval, the trouble can be remedied 
by pulling bus wire and balance wire on operating 
car, knocking off fuse box cover and placing two 
main or ribbon fuses across terminals of blown 
fuse, tieing, or wedging them in, and you are 
ready to proceed, operating in series and making 
no stops. This is not advisable, except under 
circumstances where interval is long, and no. 
train near to push disabled train into siding. In 
either case passengers must be discharged at the 
nearest station. 

Q. Should all shoe fuses blow and fire occur 
in fuse box on any car, what is the remedy ? 

A. Pull bus and balance wire out at each end 
of car, knock cover off shoe fuse boxes and put 
out fire with extinguisher and proceed as in the 
first case. 

Q. In case contact shoe is broken, what 
should be done ? 

A. Pull bus and balance wire from each end 
of the car, put slipper under each shoe making 
contact, tie up broken shoe, replace jumpers and 
after removing slippers, proceed. 


56 train tine: or nine: point jumper 

Q. In case of broken shunt wire, what should 
be done? 

A. Insulate the car as before, wind wire in a 
coil, and tie it securely. 

O. In case of bad short circuit, and arc can¬ 
not be broken, short continues, and is liable to 
cause fire, what should be done? 

A. Get to the nearest telephone station, 
quickly as possible, and call Central, giving name, 
•occupation and pass number, and order the power 
turned off immediately on that section. Return 
to train, and if any fire has developed, extinguish 
same at once. Pull bus and balance jumpers at 
each end of the car in trouble, slipper shoes on 
contact rail, tie up all four shoes securely, and as 
soon as this is done, return to station and call 
Train Master’s office, and notify them that every¬ 
thing is ready to have the power turned on th 
line again, and proceed as soon as power is re¬ 
stored. 

Q. In case you could not proceed after power 
Is put on, what would be the trouble? 

A. All main fuses blown, and it would be 
necessary to insert at least two main fuses to get 
train to terminal. 

In all cases where bad shorts occur as above, 
when train is ready to proceed, it should run 
without stops to terminal. 


TRAIN LINE: OR NINL POINT JUMPER 5 J 

Q. In case of stripped pinion or broken gear,, 
what should be done? 

A. Cut out the nine point switch, and in case 
the motor wheels are locked on this car move the 
car in either direction a few feet, to loosen the 
broken parts. If the wheels move O. K., pro¬ 
ceed. In case wheels are locked and cannot be 
loosened, train should be moved very slowly,, 
using extreme caution, into nearest siding, using- 
particular care crossing any frog or switch. 

Q. How should a train be gotten ready for 
the road so that it is absolutely certain that it is. 
all right, both with air and electrically? 

A. By cutting in all pump switches and main 
switches; remove air handle and carry it with you 
through the cars and try all rotaries and see that 
they are all on lap; also see that all hand brakes 
are released, all safety gates properly fastened 
and all railing chains properly hooked up, all 
safety chains properly coupled, all conductor’s 
valves properly closed, and after proper attention 
to the detail of the above, go to the front end of 
train, place handle on release or running position 
and charge up train line and auxiliaries. When 
they are fully charged, make an eight (8) or ten 
(io) pound reduction ; remove brake handle and 
get down alongside of your train and see that 
all bleed cocks are properly closed, triple cut-out 
cock properly open,hose properly coupled between 


58 TRAIN LINE OR NINE: POINT JUMPER 

the cars, angle cocks open, jumpers on that side 
of train in sockets securely and properly, and 
carefully observe that cylinder pistons have all 
moved out to “on” position. Observe these de¬ 
tails under and between the cars to the rear end 
of the train. Get in cab and release brake and 
after lapping valve, get down on ground on other 
side of the train and observe the position of brake 
pistons and carefully see that they have dropped 
back to “off” position into cylinder, thus denoting 
that brakes are all off and shoes free. Also 
observe the position of jumpers on that side of 
train between the cars from end to end, seeing 
that they are in securely. 

Q. Should you find a brake piston not hav¬ 
ing moved back into cylinder and chain on end 
of piston tight, what would be the matter? 

A. Hand brake set up on this car which had 
been missed in going through the train, or brake 
rod caught., 

Q. On arriving at the front end of train and 
releasing brake and getting signal to go, and find¬ 
ing you could not start, -what should you do ? 

A. First see if there is power in the rail by 
throwing on light switch, and if there is power, 
try controller fuse on the lights. If it does not 
arc, try another, and if it arcs O. K., insert it in 
controller circuit terminals, and if you cannot pick 
up contactors, then pull off controller cover and 


TRAIN LINE OR NINE POINT JUMPER 59 

examine reverse fingers, two auxiliary fingers 
and three top and two bottom fingers on the reel. 
If they are making contact, controller circuit will 
be found O. K., and contactors can undoubtedly 
be picked up. 

Q. Where would you then look for the 
trouble ? 

A. In the motor circuit. 

Q. What should then be done? 

A. Look at the main switches. 

Q. If O. K., where will the trouble be found? 

A. Main fuses blown. 

Q. What should you do before leaving the 
motor cab? 

A. Pull out main switch and double-pole 
pump switch. 

Q. What next? 

A. Open angle cock on front end of train and 
leave it open. 

Q. What next? 

A. Get under car and see if any contactors 
are stuck closed. If so, open them, break re¬ 
verse loose atid insert main fuse. 


Air Troubles and How to Cure Them. 


If the brakes are applied suddenly on any part 
of train, except in operating cab, motorman 
should place air handle on lap and observe gauge. 
If the main reservoir, or red hand, and the train 
line, or black hand, both drop down, the trouble 
is in main reservoir line. If the black, or train 
line hand only drops, it is a sure indication that 
the trouble is in the train line, and by placing 
handle on lap, at once prevents escape of main 
reservoir air, if the trouble is in train line. 

If application of brake occurs in this manner 
on grade, before leaving operating car, set up 
hand brake, and if the trouble is in train line, 
place rotary slightly in running position. 

If the trouble is in main reservoir line, leave 
rotary on lap. Pumps will continue to work on 
account of the reduced pressure on main line, and 
the trouble can be easily located in this manner. 

This yvill enable you to quickly detect leak, as 
main line air will flow out through leak, thus 
making it easy to locate trouble. 

After curing trouble, pump up main reservoir 
and charge train line to release brakes. 

Q. What should be done with a burst reser¬ 
voir hose ? 



AIR TROUBLES AND HOW TO CURE THEM 6l 


A. Close main line angle cocks each side of 
the burst hose and pull balance wire, and as soon 
as air is restored by pumps, release brakes and 
proceed. Having continuous train line, brakes 
will operate on all cars. 

Q. Why is it necessary to pull the balance 
wire? 

A. In order to keep the pumps on back sec¬ 
tion, or that part of train to the rear of closed 
main line angle cocks, from working more than 
is necessary to keep up standard pressure. 

Q. What should be done with a burst train 
line hose? 

A. Close train line or flat handled angle cock 
each side of the burst hose, release the brakes on 
rear section at rotary with air handle, reverse or 
turn the handle upside down and set rotary 
slightly in running position so that slide valve 
feed valve on that car will take care of any train 
line leak that may exist or occur on rear section, 
then go to the front end, release brakes and pro¬ 
ceed. The train line in this instance has been cut 
in two, and the brakes will only be operative on 
either section, in front or back of break. Oper¬ 
ate from the front end, providing you have brake 
on two or more cars in front of the burst. If 
not, place trainman on front end to flag and 
operate from rear section. 


62 AIR TROUBLES AND HOW TO CURE THEM 

Q. What should be done with burst train line 
pipe, if burst occurs between triple cut-out and 
auxiliary reservoir? 

A. Close triple cut-out cock, bleed this auxili¬ 
ary reservoir to release brake, leaving bleed cock 
open. You will then have brake on all cars ex¬ 
cept the one with the closed triple cut-out cock. 

Q. What should be done with 'burst train line 
pipe between triple cut-out cock and ends of car ? 

A. Close train line, or flat handled angle cock9 
each end of that car and bleed auxiliary reservoir, 
leaving bleed cock open. Release brakes on the 
rear section with brake handle, leaving rotary 
slightly in running position, and, as in case of 
burst train line hose, operate from front end if 
you have brake on two or more cars on that end. 

O. What should be done with burst main 
reservoir or pipe on motor car? 

A. Close both the main line and train line 
angle cocks at each end of such car, pull out the 
balance wire, open governor and pump switch and 
bleed the auxiliary reservoir on that car, leaving 
bleed cock open. Release the brakes on rear 
section with brake handle, as above, leaving ro¬ 
tary slightly in running position, operating train 
same as in other cases mentioned, or broken train 
line, being sure that two or more cars on front 
end have air; if not, operate from rear section. 


AIR TROUBLES AND HOW TO CURE THEM 63 

Q. Why should train line angle cocks be 
closed in the above case? 

A. Because this being a motor car and there 
being two rotaries on motor cars, the main reser¬ 
voir pressure on top of rotary escaping to atmos¬ 
phere, train line air would immediately unseat 
rotary and follow to atmosphere, making it im¬ 
possible to re-charge train line or release brakes. 
This car, therefore, has to be cut out entirely to 
enable you to proceed. 

Q. What should be done with a burst main 
line pipe on trailer car? 

A. In this case, it is only necessary to close 
main line, or round handled angle cocks at each 
end of such car, pull out balance wire, re-charge 
and release from front end and proceed, having 
brakes on all cars, as train line is continuous. 

Q. In case of pumps working continuously 
and governors and balance wires are all right, 
what would be the trouble? 

A. This condition would be due to grounded 
pump. To locate it, open and close double-pole 
pump switch in each motor car, until the one is 
found that stops all pumps from working. Leave 
this switch open. 

Q. If on a service, or eight, or ten pound re¬ 
duction train, goes into emergency, how can the 
car be located causing this, and how can it be 
cured ? 


64 air TROUBLES and how to cure them 

A. By making a 5 pound reduction, leaving- 
rotary on lap, and making examination of brake 
cylinder piston on each car. When piston is dis¬ 
covered that has not responded or moved out, cut 
out that triple at triple cut-out cock; open auxili¬ 
ary bleed cock, leaving it open. Trouble will 
probably be due to gummy slide valve, or broken 
graduating pin, or, with a short train, a broken 
graduating spring. 

Q. If in attempting to start from station it is 
found that brakes on one car do not release and 
a severe blow is found at the triple exhaust, what 
is the trouble, and how remedied? 

A. Emergency valve on this car is off seat. 
Close triple cut-out cock, bleed auxiliary reser¬ 
voir, leaving bleed cock open. 

Q. What should be the position of the air 
handle when looking for brake troubles ? 

A. Slightly in running position. 

Q. Why? 

A. Because with brake handle on lap no main 
reservoir air can get into train line. If emer¬ 
gency valve should be off seat, it would cause 
train line leak, as all brakes would be applied. 
The triple piston on the car in trouble would move 
to the left or application position, as auxiliary 
pressure would become stronger, blanking the 
exhaust cavity so that blow would stop. There¬ 
fore, in looking for any train line leak, air handle 


AIR TROUBLES AND HOW TO CURE THEM 65 

should be placed in running position, always re¬ 
membering that if standing on grade to set up 
hand brake hard for safety. 

A blow at the triple exhaust indicates two 
things; either a leaky slide yajve in triple, or a 
rubber seated valve off seat. 

Q. How ,can they be located, and how can you 
tell which of these troubles is causing the blow? 

A. By cutting out the triple on this car. If 
it is a leaky slide valve, it is an auxiliary blow 
and when triple is cut out, blow at exhaust cavity 
will continue. If it is a leaky rubber seated 
valve or this valve off seat, it is a train line 
blow, and as soon as triple is cut out, blow will 
stop. 

In either instance, leave triple cut-out cock 
closed and open auxiliary reservoir bleed cock, 
leaving it open. 


Bre:ak-in-Twos. 


Q. In case of train breaking in two, what 
should be done to get going again quickly ? 

A. If it is simply a case of broken link be¬ 
tween centre hole of link and end it is only neces¬ 
sary to pull train line or nine point jumper be¬ 
tween the two cars where break has occurred; 
change the positions of the pins in the drawheads, 
thus entering the former side hole pin in centre 
through centre hole in link, and change the centre 
hole pin in other drawbar to side hole, couple up 
and replace train line jumper, re-couple safety 
gates, railing chains, etc., and proceed as usual. 

Q. Should it be a broken pin, how should 
you proceed? 

A. In case of broken coupling pin, would re¬ 
move coupling pin from front or rear end (out¬ 
side end of train), using this pin to replace the 
broken one, and proceed as usual, and as in the 
former case. 

Q. Should a link be broken so that it could 
not be used, what should be done ? 

A. Immediately make use of the emergency 
link, coupling up and proceeding as usual. 

Q. Where is this emergency link always to 
be found? 



BREAK-IN-TWOS 67 

A. In a bracket over the side window on one 
end of every trail car. 

Q. Should you pull out a draw bar or break 
a draw bar head and be unable to again make 
connection between the two cars how should you 
proceed ? 

A. If the large safety or platform chains are 
unbroken the train should be handled in the fol¬ 
lowing manner: Unhook the railing or small 
chains, uncouple the safety gates and securely 
fasten them each to its own car, open main 
switches and leave them open on all motor cars 
ahead of the break, set a hand brake hard enough 
to hold wheels, but not hard enough to slide 
wheels on the front end, and motorman operate 
from the front end, being sure in every instance 
to discharge passengers at the nearest station, 
and proceed to terminal at slow speed, never run¬ 
ning above fifth or series point. In all cases when 
necessary to apply brake to make stop, do not 
move brake handle to release, until train has come 
to a full stop. Careful manipulation of the con¬ 
troller will prevent having to make stop unless 
absolutely necessary. 

Q. Should a break-in-two occur in such way 
as to break draw-bar or head anl safety chains^ 
pulling hose apart, what should be done? 

A. In this case, it is not safe to move the two 
sections as one train. The motorman of crippled 


68 


BREAK-IN-TWOS 


train should couple the back section to following 
train, being sure to couple both iron and air hose. 
He should then move the first section to the 
nearest siding, after unloading passengers at the 
nearest station, and have motorman of the second 
train push the second section of broken train to 
same siding. The motorman of crippled train to 
handle both the crippled sections from main line 
switch into siding and there await orders. 


Control Circuit. 


Q. Where does controller circuit begin and 
where does it end? 

A. Begins at controller switch and ends at 
ground. 

Current comes from third rail to master control 
switch; then through fuse; from fuse to blow 
coil in bottom of controller, then to auxiliary 
blow-out coil in top of controller; then across 
auxiliary contact down to bottom segments of top 
section of controller; then across to top seg- 




CONTROL CIRCUIT 


69 


ment, where circuit divides; then travels to top 
segment of second section of controller cylinder 
which gives trolley for resistance. 

Contactors from first point to tenth point. 

Current also flows to contacts on reverser 
cylinder and when cylinder is thrown forward, 
or reverse current flows across contact and ener¬ 
gizes the o or 8 wire. Start with No. 8 wire 
energized. Leaving controller, current flows to 
connection box, then through cut-out or nine 
point switch to No. 8 wire on reverser, then 
through No. 8 coil to blow-out coil; then to No. 
81 wire to interlock under T-2 contactor; across 
interlock to No. 82 wire; through four ampere 
fuse, which is placed near cut-out switch, to 
ground, which completes circuit for throwing re¬ 
verser. When reverser is thrown, current still 
comes through No. 8 wire to reverser and through 
coil. But instead of current going over No. 81 
wire, the reverser in throwing, open-circuits this 
wire, and No. 8 closes on No. 15 wire. Current 
then flows over No. 15 wire to T-i contactor; 
through coil to No. 14 wire; then through T-2 coil 
to No. 13 wire; then through No. 3 coil or R-i to 
No. 12 wire; then through No. 11 coil or series 
contactor to No. 11 wire; then across interlock 
under No. 13 or multiple contactor to No. 1 
wire; over No. 1 wire to four ampere fuse placed 
alongside of cut-out switch, which is No. 1 fuse, 


;o 


CONTROL, CIRCUIT 


or known as series fuse; through cut-out switch 
to No. i wire in controller; then across segments 
on bottom section of controller to ground. 

This completes first point on controller. 


SECOND POINT. 

As stated before, the top segment of second 
section of controller cylinder is energized, there¬ 
fore, when lug on controller cylinder on.second 
point comes in contact with No. 3 controller 
finger, current flows over No. 3 wire to cut-out 
switch to T-101 rheostat; through the six coils 
in series to No. 31 wire; over No. 31 wire to 
No. 5 contactor; through coil of same to No. 32 
wire; over No. 32 wire to four ampere fuse 
placed along side cut-out switch, and known as 
No. 3 fuse, or ground fuse, then through fuse to 
ground. This completes the second point. 


third point. 

When lug on controller cylinder on third point 
comes in contact with No. 4 wire, current flows 
over No. 4 wire through cut-out switch to T-101 
rheostat; through four coils in series to No. 41 
wire; over No. 41 wire to No. 6 contactor; 
through coil to No. 31 wire, then through No. 5 




CONTROL, CIRCUIT 


71 


coil to No. 32 wire; through No. 3 fuse to 
ground. 

This completes third point. 


FOURTH POINT. 

When the lug on controller cylinder on fourth 
point comes in contact with No. 5 finger, current 
flows over No. 5 wire to cut-out switch, then to 
T-101 rheostat; through to coils in series to No. 
51 wire; over No. 51 wire to No. 7 contactor; 
through coil to No. 41 wire; through No. 6 coil 
to No. 31 wire; through 5 coil to No. 32 wire; 
over No. 32 wire to No. 3 fuse, and through 
same to ground, thus completing the fourth point. 


FIFTH POINT. 

When lug on controller on fifth point comes in 
contact with No. 7 finger current travels over No. 
7 wire to cut-out switch, then to No. 10 contac¬ 
tor; through coil to No. 9 contactor; through 
coil to No. 6 wire; through No. 8 coil to No. 51 
wire; through No. 7 coil to No. 41 wire; through 
No. 6 coil to No. 31 wire; through No. 5 coil 
to No. 32 wire, then through No. 3 fuse to 
ground, completing fifth point or series, which is 
the running position. 




72 


CONTROL CIRCUIT 


SIXTH POINT, 

On sixth point, current flows the same as on 
first point down to No. 13 wire, but instead ot 
flowing over No. 12 wire, it continues over No. 
13 wire to No. 4 contactor; through coil to No. 
23 wire; over No. 23 wire to No. 12 contactor; 
through coil to No. 22 wire; over No. 22 wire to 
No. 13 contactor; through coil to No. 21 wire; 
over No. 21 wire to interlock under No. 11 con¬ 
tactor; across same to No. 2 wire; over No. 2 
wire to No. 2 fuse or multiple; through same to 
cut-out switch; then to No. 2 wire in controller, 
.and when No. 2 wire makes contact on top seg¬ 
ment of the third section, current flows across 
to lower segment and out to ground, through 
ground finger. 

This completes the sixth point or first multiple 
position. 


SEVENTH POINT. 

All contactors closed on the sixth point remain 
•closed. When lug on controller cylinder on 
seventh point makes contact on No. 4 finger, cur¬ 
rent flows over No. 4 wire; through cut-out 
switch to rheostat; through rheostat tubes to No. 
41 wire; over No. 41 wire to No. 6 contactor; 
through coil to No. 31 wire; over No. 31 wire 
to No. 5 contactor; through coil to No. 32 



CONTROL CIRCUIT 


73 


wire; over No. 32 wire to No. 4 ampere fuse 
placed near cut-out switch, and through fuse to 
ground. This picks up No. 5 and No. 6 con¬ 
tactors and completes seventh point. 


EIGHTH POINT. 

All contactors picked up on the seventh point 
remain closed. When lug on controller cylinder 
in seventh point makes contact with five finger, 
current travels over No. 5 wire; through cut-out 
switch to No. 5 on T-101 rheostat; through coils 
to No. 51 wire; over No. 51 wire to No. 7 con¬ 
tactor; through coil to No. 41 wire; over No. 
41 wire through No. 6 and 5 contactors to No. 
32 wire; over No. 32 wire and through four 
ampere fuse, placed along side of cut-out switch, 
to ground. This closed No. 7 contactor, com¬ 
pleting the eighth point. 


NINTH POINT. 

When lug on controller cylinder on ninth point 
makes contact with No. 6 finger, current flows 
over No. 6 wire to No. 8 contactor; through 
coil to No. 51 wire; over No. 51 wire to No. 7 
contactor; through coil to No. 41 wire; over 
No. 41 wire through No. 6 coil to No. 31 wire: 
through No. 5 coil to No. 32 wire; over No. 32 




74 


CONTROL CIRCUIT 


wire to No. 3 fuse, and through same to ground. 
This completes the ninth point. 


TENTH POINT. 

When lug on controller cylinder on tenth point 
makes contact on No. 7 finger, current flows over 
No. 7 wire to No. 10 contactor; through coil to 
No. 9 coil; through same to No. 6 wire; through 
No. 8 coil to No. 51 wire; through No. 7 coil 
to No. 41 wire; through No. 6 coil to No. 31 
wire; through No. 5 coil to No. 32 wire; over 
No. 32 wire to No. 3 fuse and through same to 
ground. This completes the tenth point, on full 
multiple. 


note. 

On fifth point or series, all contactors are up 
except Nos. 4, 12 and 13. 

On tenth point or full multiple, all contactors 
are up except Nos. 3 and 11. 




Controller Brake Valve. 


Each master controller is equipped with a con¬ 
troller brake valve connected to power controller 
handle in such manner that no matter what posi¬ 
tion the controller handle is in, when the operator 
moves his hand from the button on top of handle 
this controller brake valve sets brake in emer¬ 
gency. 

This controller brake attachment consists of a 
cam inside of controller which operates a pilot 
valve and necessary line of pipe from pilot valve 
to an air brake valve; also another short line of 
pipe from the air brake valve to the train line 
air pipe. This short line of pipe contains a cut¬ 
off cock, also necessary pipe leading from an air 
brake valve to atmosphere. 

Q. Can you describe the operation of this con¬ 
troller brake valve ? 

A. Air enters this valve from the train pipe 
at the connection or short piece of pipe, passing 
through a 1-64 inch opening or port, thence 
through a line of pipe to pilot valve. This pilot 
valve has two 1-8 inch openings to atmosphere. 



76 


CONTROLLER BRAKE VALVE 


With power controller handle in “off” position 
and reverse key in centre position this pilot valve 
is closed; also this pilot valve is closed when 
operator’s hand is on button and button down, 
with reverse wrench in either forward or back 
motion. 

When train is charged up, air from train pipe 
passes through the air brake valve, spoken of 
above, to pilot valve. Should motorman raise 
his hand from the button, the cam opens exhaust 
ports in pilot valve to atmosphere. This allows 
air to escape from top of air brake valve check, 
train line air will then raise the valve, making a 
direct opening from train line to atmosphere and 
setting the brake in emergency. 

Q. Should you be operating your train be¬ 
tween stations and raise hand from button, thus 
setting the brakes in emergency, what should be 
done at once to get brakes released? 

A. Throw controller handle to “off” position, 
press button down and throw brake handle to full 
release, and when brakes release, proceed. 

O. Should you raise your hand from the 
power controller button with the power controller 
handle in “off” position, what should you do ? 

A. The same as above, as brakes will set in 
emergency when hand is raised from button, 
whether it is in “off” or “on” position: 


CONTROLLER BRAKE VALVE 


77 


Q. Should you be using power and in attempt¬ 
ing to throw off power find power controller 
handle stuck in “on” position, what should you 
do? 

A. Should pull out control circuit switch at 
once, move air brake handle to full service appli¬ 
cation and raise hand from button; then cut out 
controller brake device at cut-out cock in short 
pipe leading from train pipe to air valve, break¬ 
ing seal to do so, remove case from controller 
and repair defect, if possible. If not able to do so, 
go to the next motor at once, and operate from 
there, leaving the controller brake attachment cut 
out in the first cab. 

Q. In such case, and you are unable to oper¬ 
ate from the first motor, and entirely unable tc 
get controller to “off” position, could you get 
your reverse key off the stud ? 

A. No, as in that case it would be locked fast. 

Q. What should you then do if it were neces¬ 
sary, as above, to go to the second motor to oper¬ 
ate. 

A. Should remove the controller cover and 
turn reverse magnet by hand on the car you in¬ 
tend operating from. Cutting out the nine point 
switch on the crippled car. 


Contactors. 


Q. If R-7-1 or R-7-2 contractors are stuck 
closed on the first or sixth points, what would 
be the result? 

A. Full power in series will be taken on first 
point, and full power in multiple on the sixth 
point, causing the car to jump badly. 

Q. What should be done in this case? 

A. Break these contactors loose at the next 
stop. 

Q. Should they stick again, what should you 
do ? 

A. Cut out controller circuit on this car by 
opening the nine point switch under seat back of 
cab in car. 

Q. Should you not cut out this car under 
these circumstances, what would be liable to 
occur ? 

A. Liability of stripped pinion or broken gear 
and injury to passengers by the sudden lurching 
of the car in starting. 

Q. Should series contactor stick closed, what 
would be the result? 

A. This car would be dead in multiple. 

Q. Should multiple contactor stick closed, 
what would be the result? 



CONTACTORS 


79 


A. The car would be dead in series. 

Q. Should a condition occur where a com¬ 
bination of contactors are stuck closed, carry¬ 
ing current to motors and keeping them working, 
after power controller handle had been turned to 
“off” position, what should be done instantly? 

A. Throw main switch open on that car. 

Q. How can this be done quickly and safely? 

A. By taking a contact shoe slipper and stand¬ 
ing just outside of cab door, put end of slipper 
against end of main switch and throw it out 
quickly. This is much the quicker way of open¬ 
ing main switch under such circumstances, and 
no danger attached thereto. 

Q. In such case what would be the combina¬ 
tion of contactors generally found to have made 
this condition? 

A. The trolley contactors, M and G contac¬ 
tors and either one or both of the R’s. 

From the above will be seen the absolute neces¬ 
sity of knowing that contactors are not stuck 
closed when putting in main fuses on any car. 

Q. In moving power controller handle from 
“off” to multiple position, how are contactors 

closed in regular order? 

A. In moving handle to first point trolleys i 

and 2, R-i and S; on the second point R-3; on 
the third point R-4; on the fourth point R-5; 


8o 


CONTACTORS 


on the fifth point R-6, R-7-1 and R-7-2. This is 
series running position. 

In passing from the fifth to the sixth point all 
contactors open. On reaching the sixth point 
there is closed trolleys 1 and 2, R-2, M and G; 
on the seventh point R-3 and R-4; on the eighth 
point R"5; on the ninth point R-6, and on tenth 
point R-7-1 and R-7-2. 

This completes the tenth or multiple running 
point. 

Q. How many contactors are closed in series 
running position ? 

A. Ten (10.) 

Q. What three are not closed in this position ? 

A. R-2, M and G. 

Q. How many contactors are closed in multi¬ 
ple running position, or parallel position? 

A. Eleven (11.) 

Q. What two are not closed in this position? 

A. R-i and S. 

Q. How many safe running points are there 
on the controller? 

A. Two (2.) 

Q. What are they? 

A. The fifth or series running position, and 
the tenth or multiple running position. 

O. What afe the other points on the con 
troller ? 


CONTACTORS 


8l 


A. From one to four, and from six to nine 
inclusive—resistance points. 

Q. How should the controller handle be 
operated on resistance points. 

A. Must not exceed three seconds. 

Q. How should the controller handle be 
operated in moving cars or trains around short 
curves, through special work, in yards and sid¬ 
ings, approaching bumping blocks, yard tracks, 
or entering barns where slow speed is absolutely 
necessary ? 

A. By moving controller handle to points i- 
2 -3 and “off” and again through this same 
motion, repeating this until the desired move¬ 
ment is accomplished, remembering never to hold 
on any one of the three points over three seconds 
at a time. 


Motor Circuit. 


Q. Where does motor circuit begin and end? 
A. Begins at main switch and ends at ground. 


FIRST POINT. 

Current starts at contact shoe, flows through 
main switch; then through 400 ampere fuse to 
top of T-i and 2 contactors—contactors closed 
across top—through blow-out coils along bus or 
B wire; through blow-out coil on No. 3 contactor, 
which is closed, across top; then through resis¬ 
tance R-i, 3 and 4 to R-7 wire; over R-7 wire 
to reverser; across plate to A-i wire; over A-i 
to armature; through armature to A A-i wire; 
over AA-i wire to reverser; across plate to 
F-i wire; over F-i wire to field; through field 
to E-i wire; over E-i wire to No. 11 contactor, 
or series contactor, which is closed across top; 
through blow-out coil to C wire; over C to re¬ 
verser ; across plate to A-2; over A-2 wire to ar¬ 
mature ; through armature to A A-2; over A A-2 
wire to reverser; across plate to F-2 wire; over 
F-2 wire to fields and through fields to ground, 
which completes first point. 




MOTOR CIRCUIT 


83 


SECOND POINT. 

All contactors closed on first point remain 
closed. 

Current flows over B wire to No. 5 contactor, 
which is closed, through blow-out coil across tip 
to R-3 wire; over R-3 to resistance from R-i to 

R-3. * 

This completes the second point. 


THIRD POINT. 

All contactors closed on second point remain 
closed. 

Current flows over B wire to No. 6 contactor, 
which is closed, through blow-out coil; across 
tip to R-4; over R-4 wire to resistance, cutting 
out resistance from R-3 to R-4. 

This completes the third point. 


FOURTH POINT. 

All contactors closed on third point remain 
closed. 

Current flows over B wire to No. 7 contactor, 
which is closed, through blow-out coil; across tip 
to R-5; over R-5 wire to resistance, and through 
resistance R-5 and R-6 to R-7 wire; to reverser 
in conjunction with current from B-4 or No. 6 




8 4 


MOTOR CIRCUIT 


contactors, then continues on to reverser the same 
as in first point. 

This completes the fourth point. 


FIFTH POINT. 

All contactors closed on fourth point remain 
closed. 

Current flows over B wire to contactors No. 8. 
9 and io, which are closed, through blow-out 
coils on No. 8, 9 and 10; across tip to R-7; over 
R-7 wire to reverser, cutting out all resistance 
and putting the train motors in series across the 
line, which gives you series running point. 


SIXTH POINT. 

In passing from fifth to sixth points, all contac¬ 
tors open circuit, and when sixth point is reached, 
contactors T-i and 2, R-2 or No. 4 contactor, M 
or No. 12 and G or No. 13 contactors close, giv¬ 
ing first point in multiple. Current then flows 
the same as in first point till after going through 
T-i and 2, then current flows over B wire to No. 
4 contactor; through blow-out across tips of con¬ 
tactor, which is closed, then over R-2 wire to 
resistance; through resistance from R-2 to R-7 
wire; over R-7 wire to reverser; across 




MOTOR CIRCUIT 


85 


plate to A-1; over A-i wire to armature;, 
through armature to A A-i; over AA-i 
wire to reverser; across plate to F-i; 
over F-i wire to field; through fields to E-i wire; 
over E-i wire to No. 13 contactor, which is 
closed, through blow-out coil; across tip to 
ground, which puts No. 1 motor across the line. 
When current is flowing over No. 7 wire, besides 
going to reverser, there is a tip that leads to No. 
12 contactor, which is closed, and current flows 
across tip; through blow-out coil to C wire; over 
C wire to reverser; across plate to A-2; over A-2 
wire to armature; through armature to A A-2; 
over A A-2 wire to reverser; across to F-2 wire 
to field; through field to ground. This throws 
No. 2 motor across the line and completes sixth 
point. 


SEVENTH POINT. 

All contactors closed on* sixth point remain 
closed. 

Current flows over B wire; through blow-out 
coils of No. 5 and 6 contactors, which are closed, 
across tips to R-4 wire; over R-4 to resistance; 
through resistance to R-7, then to reversers the 
same as in sixth point, thus cutting out part of 
resistance No. 2. 

This completes seventh point. 



86 


MOTOR CIRCUIT 


EIGHTH POINT. 

All contactors closed on seventh point remain 
closed. 

Current flows over B wire; through blow-out 
coil of No. 7 contactor, which is closed, across 
tip to R-5; over R-5 wire to resistance; through 
resistance to R-7; over R-7 wire to reverser, same 
as in the sixth point. 

This completes the eighth point. 


NINTH POINT. 

All contactors closed on eighth point remain 
closed. 

Current flows over B wire; through blow-out 
coil of No. 8 contactor, which is closed, across 
tip to R-6; over R-6 wire; through resistance 
to R-7; over R-7 wire to reverser, same as in 
sixth point. 

This completes ninth point. 


TENTH POINT. 

All contactors closed in ninth point remain 
closed. 

Current flows over B wire; through blow-out 
coils of No. 9 and 10 contactors, which are closed, 
across tip to R-7 wire; over R-7 wire to reverser, 




MOTOR CIRCUIT 


87 


same as in sixth point. This cuts out all resist¬ 
ance and throws each motor across the line, and 
gives the ten points or full parallel. 


A Few Bears That Should not be Dodged 
or Allowed to Escape. 


Bear in mind that safety must always be a rail¬ 
road man's first thought. 

Bear in mind that every effort must always be 
made to keep moving. 

Bear in mind that the only time the automatic 
air brake will fail you is when you fail to 
charge your train pipe and auxiliaries, or 
fail to use it in time to stop. 

Bear in mind that you cannot start with the 
brake set, and that it is expensive on the 
coal pile to try it. Also bear in mind that 
there is a very strong liability of breaking 
in two when trying it. 




88 


A FEW BEARS 


Bear in mind that when starting, if the train 
drags, and by throwing off power you find 
it rolls free, it is not a brake that is bother- 
ing you, but a loose train line jumper. Get 
busy and find it quickly, if train continues 
to drag. 

Bear in mind that 12 seconds is minimum limit 
of feeding up your controller from “off” 
position to full multiple running position. 
Never get below it. 

Bear in mind that in making stops at stations 
with standard size trains, it is always neces¬ 
sary to spot the stop target. Station plat¬ 
forms are not elastic. 

Bear in mind that when you attempt to start 
from a station and don’t move or hear any 
contactors pick up, the 1-2-3 order, the light 
switch, controller fuse, etc., is the quickest 
way out of the trouble. 

Bear in mind that if in attempting to start you 
don’t move and do pick up contactor’s don’t 
waste any time looking anywhere but in your 
motor circuit, as there is where you will find 
the trouble. 

Bear in mind that it is not good railroading to 
run ahead of time. 

Bear in mind that when train is late, there must 
be an excuse for it. If there isn’t, don’t be 
late. 


A FEW BEARS 


89 


Bear in mind that it isn’t necessary, because you 
have passed a fair examination to join the 
“know-it-all” club. 

Bear in mind that all troubles occurring on the 
line when in transit should be reported on 
the report book at terminal; also to the 
despatcher at that terminal. This insures 
quick repairs. Follow this up with a report 
to your Motor Instructor. 

Bear in mind that the man who sees the School 
Car Instructor most frequently, has the least 
trouble and “gets there” easiest when in 
transit. 

Bear in mind that it is not necessary to air 
your troubles, as all have them; don't talk 
about them, but get busy and remedy them. 

Bear in mind that economy in operation makes 
a valuable man in any position. Don’t use 
power br air when it is not absolutely neces¬ 
sary. Coast as much as possible, and don’t 
“see-saw” the brake handle, except when you 
want to use it to apply brake. 

Bear in mind that you are never asked to do 
extra duty or make an extra trip, except 
from absolute necessity. Extra trips are 
not made for pastime, nor simply to keep 
you busy. 

Bear in mind that in moving one mile an hour 
you move iy 2 feet per second, and when 


90 


A FEW BEARS 


moving 35 miles per hour your train is 
moving 52 feet every second, and you can¬ 
not stop under seven or eight hundred feet, 
and at this rate of speed, the distance between 
yourself and leader must never be less than 
half a mile, or ten city blocks. 

Bear in mind that it is vitally necessary to be 
well acquainted with your book of rules. 
Know every rule thoroughly in any way 
acting upon or governing your duties or 
position. 

Bear in mind that there isn’t any greater 
pleasure than pleasurable thoughts of duty 
well done. 

Bear in mind that commendations on your 
record make interesting and instructive read¬ 
ing and are first-class helps when you get 
in trouble. 


To Switchmen. 


Know your Book of Rules and act according 
to instructions given at all times. 

Remember that safety is always the first con¬ 
sideration, no matter what the other considera¬ 
tions are. 

Never forget that jumpers are not to be pulled 
by taking hold of the cable. Take hold of the 
jumpers by the collar or head, and gradually 
work them loose if they are stuck. 

Remember always that in handling cars or 
trains around yards, through short curves or 
over special work, the rule of 1-2-3 and off, must 
be observed, repeating this motion until the de¬ 
sired movement is obtained, which insures safety 
at all times. 

In moving or handling cars by signal, either 
lamp or hand, when signal fails, stop at once, 
and get the proper signal again before moving. 

Never move when you get a signal you do not 
understand. Be sure signals are made perfectly 
and properly before making any movement. This 
will avoid much regret in many instances. 

Never take chances. Trouble comes without 
going out and hunting for it. 



92 


TO SWITCHMEN 


In moving cars into inspection barns or sheds, 
near bumping blocks or ends of tracks, your in¬ 
structions are never to move over two or three 
miles per hour, thus being able to stop at any 
time when necessary. 

Remember that a good switchman makes a 
good motorman. Be a good switchman. 

Never forget that the rail in barns, around 
curves and over special work is more or less 
greasy at tunes, and occasionally wheels pick up 
this grease. Use care in handling your brake 
in such cases. 

Never forget that when you get a train ready 
for the road and turn it over to a motorman, 
you are responsible. The only way you can 
positively know air brake is operating properly 
and all right, is to put your handle in running 
position, charge up auxiliaries and put handle on 
lap to ascertain if they are charged and your 
black hand remains stationary, then make a re¬ 
duction and examine your brake pistons and see 
that they have all moved out properly. 

Be sure when coupling cars, adding “butts,” 
etc., that all the work is thoroughly done; that 
the link is hooked properly, jumpers are in firmly 
and solidly, chains are properly coupled, angle 
cocks open, and all safety gates properly fastened. 

Never move cars anywhere unless you have 
air on them and your auxiliaries fully charged. 


TO SWITCHMEN 


93 


In handling car or cars around yard or into 
barn with crippled pump or anything the matter 
with air line, do so by coupling onto it a motor 
that is thoroughly equipped as to air. This avoids 
explaining after the accident. 

Go to the School Car often and then more 
often. The reward of knowledge is promotion. 

Never forget that after pulling jumpers it is 
also always necessary to put socket cover down. 


Conductors and Trainmen. 

Get thoroughly acquainted with the Book of 
Rules and know all about instructions that are 
placed therein for your guidance, and act up to 
them. 

Know the signals thoroughly and how to use 
them, and use them according to the rules at all 
times. When you get imperfect signals do not 
move until you get proper ones. 

In any case of emergency, making it necessary 
to stop the train quickly to avoid accident or 
injury, pull the conductor’s valve at once. That’s 
what it’s there for. Don’t waste the time re- 



94 


CONDUCTORS AND TRAINMEN 


quired to pass bells up through the cars to get 
train stopped in emergency. 

Never forget that when it has become neces¬ 
sary in emergency to open conductor’s valve you 
must be sure to close it as soon as train comes 
to a stop, and never before it has come to a stop. 




























































































































































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